Starting and generating system for automobiles.



A. CHURCHWARD.

STARTING AND GENERATING SYSTEM FOR AUTOMOBILES.

APPLICATION FILED GCT- 26, 1915- 1 ,247,793 Patented Nov. 27, 1917.

3 SHEETS-SHEET I.

A. CHURCHWARD.

STARTING AND GENERATING SYSTEM FOR AUTOMOBILES.

Patented Nov. 27, 1917.

mw m w 3 SHEETSSHEET 2.

fieventor APPLICATION FILED OCT- 26. l9l5.

5 L w w w n r MM sw xv 4. k N w v 1 A. CHURCHWARD. STARTING AND GENERATING SYSTEM FOR-AUTOMOBILES.

APPLICATION FILED OCT- 26, 1915. 1,247,793.

UNITED STATES PATENT OFFICE.

CHUBGHWARD, or nosrpn, MASSACHUSETTS, ASSIGNOB 'ro 'A.-B.-c. srAnrEncomrAn'Y, or nnraorr, MICHIGAN, A CORBORATION or MICHIGAN.

STARTING AND GENERATING SYSTEM FOR AUTOMOBILES Application filed October 26, 1915.

To all whom it may concern:

Be. it known that I, ALEXANDER CHURCH- WARD, a citizen of the United States, residing at Boston, in the county of Suffolk and State of Massachusetts, have invented-new and useful Improvements in Starting and Generating Systems for Automobiles, of which the following is a specification, reference being had to the accompanying drawings, forming part thereof.

, is invention relates to starting and generatin systems for automobiles. It has for one 0 its objects to provide reliablesimple and compact a paratus of this character. It is another ob ect of the present invention to minimize the noise which has heretofore been quite characteristic of the general type of apparatus referred to.

Another and quite important object of the invention comprehends a location, arrangement and'construction of parts to secure suitable speed reduction and power. multiplication without the necessity of remodeling the present day automobile and permitting convenient installation of the system to cars already in use.

Further objects will be in and in part specifically pointe after.

In the accompanyin drawings wherein is shown one of the various possible embodiments of the invention:

Fi re 1 is a plan view of apparatus embodying the invention.

I Fig. 2 is a view of startin out hereinapparatus shown inIFig. 1 with parts 0 the transmissiontsectioned or broken away to show more clearly the interior construction.

Fig. 3 is a front end elevation with a part of the fan pulley and its support broken awa for the sake of clearness.

Fig. 4 is a sectional view taken on thetors for the purpose of starting the gasolene engine of an automobile has been to obtain sufiicient torque to insure the enginejbein turned over at a suitable rate of speed an under the severest conditions of the service. The problem would have been less difficult if the space available had been larger, but as the idea of an electric engine starter came to be believed in after many of the automo Specification of Letters Patent.

(part obvious Patented Nov. 27, 1917.

Serial No. 58,078.

biles had become substantially standardized,

one who sought to apply a startin motor was confronted with numerous di culties. due to lack of suflicient space. The present invention accomplishes the result sought for as well as other results which will herein after appear. Byiits use a large gear reduction and consequent power .multiplicw,

tion are obtained, permitting the application of the starting motor to small standardized cars in a manner and by means insuring sufficient torque to start the engine under all conditions.

The invention further contemplates the application of separate units, that is, a motor and agenerator to small standardized cars in a manner and by means insuring Furthermore, the practice has been heretofore. to cut teeth on the engine flywheel or' to provide an additional toothed band on the fly-wheel and during the starting eflicient and reliable operation of both units.

period bringing a small pinion connected withthe electric motor into mesh with the teeth on the flywheel or toothed band. The noise resulting from such a construction in itself has been sufiicient cause for rejection handcrank, clutched it and various views, there is indicated at 1 the frame of an automobile comprising thefront cross-piece 2 and the side beams 3 and 4. The radiator 5 is shown in Fig. 1 arranged directly above and supported by cross-piece 2. An internal'combustion engine 6 is supported by the frame 1 at the rear by a palr of supports (not shown) and forwardly by front engine hanger 7 suspended from crosspiece 2. An electric motor 8 is mounted on the left side of the engine casing by means of a bracket 9 having bolt holes 10 spaced apart to aline with bolt holes in bosses 11 cast on the engine casing adapted to receive bolts for securing together different parts of the engine casing. By using a longer bolt 12 the bracket may be quickly and conveniently attached to the engine using the standard bolt holes. Upon the right hand side of the engine there Is mounted an electric generator 13 by means of a bracket 14 secured to the engine and in similar fashion to the attachment bracket 9. The crankshaft of the engine is indicated at 15, see Figs. 2 and 4, and has fixed thereon by means of a pin 16 a belt pulley 17. This pulley is of a shell type with an annular groove 18, within which are located two diametrically opposite triangular dogs 19 loosely mounted on the protruding ends of the pin 16 and held in place by cotter pins 20, the whole providing a clutch member adapted to beengaged by a second clutch member as w1ll presently appear. A casting 21 is mounted centrally on the top of the cross-piece 2 and secured thereon by means of bolts 22. This casting is-provided with a cradle 23 within which rests the hollow cylindrical flanged front end 24 of the forward engine hanger. The latter has a standard bore 25 formerly adapted to receive temporarily the hand crank. In the present embodiment of the invention-a sleeve 26 is permanently located by a driving fit in the bore 25. A shaft 27 is mounted for rotation within the sleeve 26 which has its axis positioned in alinement with the axis of the crankshaft. One end of the shaft 27 extends rearwardly a considerable distance beyond the end of sleeve 26 and has mounted thereon a sleeve 28 having a threaded portion 29 and terminating in a flange 30 for purposes which will hereinafter be set forth. Fixed upon the front end of the shaft 27 is a sprocket 31 having a flange 32 which abuts the front end of the sleeve 26. The hub 33 of the sprocket extends forwardly a short distance and has a journal in a combined bearing and socket 34 formed ina casting 35 which serves to coiiperate with a casting 21 to provide a housing for parts of the power transmission. Casting 21 further provides a journal for the intermediate shaft 36 upon the rear end of which is keyed or otherwise suitablv secured a gear 37 and upon the front end of which is secured a small sprocket 38, Secured to the rear face of the casting 21 is a cast metal cap 39 which serves as a bearing for a short I shaft 40 and also co5perates with the rear wall 41 of the casting 21 to provide a housing for the gear 37 and a inion 42, the latter bein fiXGU. upon the shaft 40 and meshing with gear 37. Shaft 40 has a reduced end which finds a bearing in the wall 41 of the casting 21 and a 'collar 43 is pinned to the rear extremitv of this shaft. The armature shaft 44 of the electric motor 8 has a sleeve 45 secured thereto by means of pin 46, This sleeve extends forwardlv to within a short distance of the collar 43 and the operative connection between the armature shaft 44 and shaft 40 is through a coiled spring 47 one end of which is secured to sleeve 45 by a nut 48 which engages with the threaded end of the pin 46' and the other end of which is secured to the collar 43 by nut 49 which en-- gages with the threaded end of the pin which secures the collar 43 to the shaft 40.

The power transmission from the electric motor 8 is therefore as follows:

From the armature shaft through the spring 47 to the shaft 40 from the pinion 42 through large gear 37 and shaft 36 to the small sprocket 38 through the chain 50 preferably of a silent type to large sprocket 31 to the shaft 27. It will be apparent from the foregoing that the rotation of the motor armature is transmitted to the threaded sleeve 28 through a double reduction gearing and it is to be noted that one reduction only is made within the automobile frame and that the second reduction is obtained by carrying the mechanism outside the frame in front. of the radiator, and housing the parts to provide a sightlyand practically noiseless machine.

Mounted upon the threaded sleeve 28 is a clutch member 51. This clutch member is interiorly threaded to correspond with the threads of the portion 29 and clutch teeth 52 are formed diametrically opposite at the rear of member 51 and adapted for engagement with the triangular dogs 19 on the crank-shaft. Aleaf spring 53 is arranged to bear upon the outer cylindrical surface of the clutch 51 to provide a friction tending to hold the clutch against rotation while permitting rotation of the threaded sleeve 28. It will be I apparent that rotation of this sleeve 28 while the clutch member 51 is held from rotation by spring 53 will effect the shifting of said clutch member 51 along the sleeve 28 by reason of the engagement between said clutch member 51 and the thread 29 of said sleeve. Such clutching or advancing movement of the clutch member 51 will continue until its clutch teeth 52 become engaged with the clutch members 19 of pulley 18 on the crank shaft 15 thus constituting a driving connection between the shaft 27, through sleeve 28 to crank shaft 15 to operate this shaft 15 in order to rovide initial compression in the engine cy inders. Advancing or clutching movement of clutch member 51 is or may be limited by the flange 30 and retractive or unclutching movement ofsaid clutch member 51 is or may be limited by the pin 54 fixed upon sleeve 28. Normally the clutching and unclutching movements of clutch member 51 will be sufficient merely to engage or disengage the clutch teeth 52 with the clutch members 19.

Bracket 14 is formed with an arm 56, and a lever 57 is pivotally mounted upon the front end of the engine casin and secured thereto by means of a, bolt 8 which taps through one extremity of the arm 56. The upper end of the lever 57 receives the shaft of the fan pulley 59. The fan is represented as 60, suitable securing means being provided asindicated at 61. An endless belt 62 ispassed from the crankshaft pulley 17. over the fan pulley 59 and around a pulley 63 fixed on the armature shaft 64 of the gen-' erator 13. It will beobvious that the fan and generator are therefore driven from the engine shaft. An adjustable spring tensioning device 65 is provided for the purpose of compensating for wear and stretch of the belt 62. This device comprises a cylindrical shell 66 mounted upon the forward face of bracket 14 and provided with a sleeve plunger 67 the other end of which connects with the fan pulley supporting end of lever 57 Compression of the spring 68.

urges the sleeve 67 in a direction tendingto taughten the belt 62. Spring 68 reacts against an abutment 69 which is adjustable by means of bolt 70 to increase or decrease the tension of the spring. Byrthis construction the belt 62 is maintained under a suitable tension to prevent slipping, is automatically compensated for wearing and stretching, and further automatically compensates for a vibration of the'parts caused by the engine or by irregularities in the road.

It is to be noted that the hub 33 of the sprocket 31 is provided with a wrench face 71 which permits manipulation of the clutch 51 by means of the usual handcrank, for starting the engine manually.

The operation of the device is, as follows:

Assuming the engine to be at rest, the operator'from the dash of the car' energizes motor 8, current being supplied from the storage battery (not shown). The rotation of the armature shaft 44 is transmitted as hereinbefore explained through the spring 47, the double reduction gearing and shaft 27 to threaded sleeve 28. Rotation of this sleeve while the clutch member 51 is retarded by the spring 53 permits the threads of the sleeve to move the clutch member 51 axially into engagement with the clutch member on the crankshaft. When this engagement is completed the clutch member 51 is turned with the sleeve 28 overcoming the friction of the spring 53, and giving the crank shaft a rotary movement which causes compression andignitionin the engine whereupon the latter becomes self-operating. The

speed of the crank-shaft when the engine is out of engagement. It is a well known fact that an engine crankshaft has a decided acceleration as the piston passes over the compression point and heretofore in starting devices of this general character employing a pinion moved into andout of mesh with the large gear this acceleration was multiplied to the shiftable pinion to such an extent that the latter was thrown nearly if not entirely independently mounted motor and transmission.

As many changes could be made in the above construction and many apparently widely different embodiments of this invention might be made without departing from the scope thereof it is intended that all matter contained in the foregoing description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

Having described the invention, what I claim as new and desire to secure byLetters Patent is 1. In apparatus of the character described, in combination, an engine having a shaft, a starter shaft in alinement with said engine shaft, said shafts having cooperating clutch elements operable to render them efiective and inefi'ective throu h the relative rotary speeds of said shafts, a power actuated mechanism for driving said starter shaftunder normal conditions, said starter shaft having means to be engaged by a complemental element of a supplementary power applying means under abnormal conditions.

'2. In apparatus of the character described, in combination, an engine, an electric motor, a clutch element on the crankshaft of the engine, a cooperating clutch automatically disengaged when the engine is self-operating.

3. In apparatus of the character described, in combination, an engine, an elec-. tric motor, a clutch element on the crankshaft of the engine, a cooperating clutch element normally disengaged from the first said clutch element, ayielding connection between the motor and the second said clutch element, and means wherebv the. said elements are moved to engaging position by the motor'and the engine is moved thereby I and whereby the said elements are automatically disengaged when the engine is selfoperating. v

4. In apparatus of the character described, in combination, an engine, an electric motor, a clutch element on the crankshaft of the engine, a cooperating clutch element normally disengaged from the first' shaft of the engine, a cooperating clutch element normally disengaged from the first said clutch element, and means whereby the said elements are moved to engaging position by the motor and the engine is moved thereby and whereby the said elements are automatically disengaged when the engine is self-operating, said means further comprising devices for multiplying the power of the motor applied to the crankshaft and a yielding connection between the motor and the second said clutch element,

6. In apparatus of the character described, in combination, an internal combustion engine having a clutch member fixed to its crankshaft, an electric motor having a driving member fixed to its armature shaft, a shaft alined with the crankshaft having means. adapted to axially shift a clutch member, a shaft intermediate said clutch operating shaft and the armature shaft, ower transmission connections from the driving member .of the motor through the intermediate shaft to the clutch operating shaft, and a shiftable member movable into engagement with the crankshaft clutch member to complete the transmission whereby the engine is started from the motor and movable automatically out of engagement to interrupt the transmission when theen gine is self-operating. v 7. In apparatus of the character described in combination, an internal combustion engine having a crankshaft, an electric motor having a driving shaft, a clutch member fixed to the crankshaft, a pinion rota table with the motor shaft, a shaft intermediate the :motor shaft and crankshaft, a gear mounted on the intermediate shaft meshing with the motor shaft pinion, a threaded shaft alined with the crankshaft, chain and sprocket connections between the intermediate shaft and-the threaded shaft, and a second clutch member adapted to be shifted axially into and out of engagement with the first clutch member accordingly gine having a crankshaft, an electric motor having a driving shaft, a clutch member fixed to the crankshaft, a pinion rotatable. with the motor shaft, ashaft intermediate the motor shaft and crankshaft, a gear mounted on the intermediate shaft meshing with the motor shaft pinion, a threaded shaft alined with the crankshaft, chain and sprocket connections between the intermediate shaft and the threaded shaft, a second clutch member adapted to be shifted axially into and out of enga ement with the first clutch member accordlngly as the motor is energized to start the engine or the engine is self-operating, and means tending to prevent rotation of the second clutch member to cause the threaded shaft to engage it with the first clutch member.

9. Inapparatus of the. character described, in combination, a frame, a radiator located at the front of frame, an internal combustion engine supported by said frame, an

electric motor and a train of power multiplying a'ndtransmitting devices between the motor and the engine, a portion of which is arranged forward of the radiator. 10. In apparatus of the character described,

in combination, a frame, a radiator located II. In apparatus of the character described,

in combination, a frame, a radiator located at the front of said frame, aninternal combustion engine supported by said frame, an electric motor, a generator, and a train of power multiplying and transmitting devices between the motor and the engine a portion of which is arranged forward of the radiator, and means whereby the generator may be driven from the engine shaft.

12. In apparatus of the character described in combination, a frame, a radiator at the front of said frame, an engine supported from said frame, an electric motor and a double reduction gearing transmission between the motor and the engine comprising means 'at the rear of said radiator constituting one reduction and means forward of the radiator constituting another reduction.

13. In apparatus of the character described in combination, a frame, a radiator at the front of said frame, an engine supported from said frame, an electri-:. motor, a double reduction gearing transmission between the motor and the engine comprising means at the rear of said radiator constituting one constitutinganother reduction, and means adapted automatically, to complete and interrupt the transmission.

14. In apparatus of the character a described, in-combination, a frame comprising longitudinal side beams and a front transverse beam, an engine supported from said frame, an electric motor mounted on the engine casing, a transmission casingand support mounted on the transverse beam and power transmitting devices between the motor and engine comprising a coil spring connection.

15. In apparatus of the character described, in combination, a frame comprising longitudinal. side beams and a front transverse beam, an'engine supported from said frame, an electric motor mounted on the engine casing, atransmission casing and support mounted on the'transverse beam, power transmitting devices between the engine and motor comprising a coil spring connection, and means adapted automatically to complete and interrupt the transmission.

16. In apparatus of the character described, in combination, an internal combustion engine having a crank shaft, a drive shaft in alinement with said crank shaft, a motor, means to transmit power from'said motor to said drive shaft, and complemented automatically releasable clutch members carried respectlvely by said crank shaft and said drive shaft. v

17. In apparatus of the character described, in combination, an engine having a shaft, a motor, a train of mechanism adapted automatically to complete and interrupt transmission between said motor and-sa1d engine, said train of mechanism including a yielding connection with said motor whereby said motor isprotected from shock.

18. In apparatus of; the character described, in combination an enginehavin a crank shaft, a motor having a shaft para lel with said crank shaft, means adapted auto-. mati ally to complete and interrupt transmission from said drive shaft to said crank shaft, a motor, and mechanism for operatin said drivz'" shaft and including a shaft an a coil spi 'ng connection between said last mentionec shaft and the motor.

20. In apparatus of the character dements adapted to grifp scribed, in combination, an internal combustion engine having a crank shaft, an electric motor, transmission devices between said engine and said motor including clutch eleand rotate coaxially with said crank sha t, and means adapted automatically to provide relative movement of said elements in an axial direction to close and 0 en the clutch.

21. n apparatus of the character described, in combination, an internal com: 'bustion engine, an electric-motor, and means adapted to transmit power from one to the other comprising clutch elements in axial alinement, and adapted automatically to engage and disengage said elements by relative movement thereof longitudinally of their axes, one of said clutch elements being normally in driven relation to the motorand the other of said elements being normally in driven relation to the engine.

22. In apparatus of the character described, in combination, an internal combus tion engine, an electric motor, transmission devices between said engine and said motor including a clutch, a art of which is operatively connected 'wi the engineand another partof which is operatively connected with the motor the transmission being normally open between said clutch parts, and means comprising a screw shaft which governs a part of the clutch adapted automatically to close and open said clutch,

23. In apparatus of the character described, in combination, an internal combustion engine, an electric motor, transmission devices between said engine and said motor including a clutch and a flexible connection, and means comprisin a screw shaft which governs a part of sai clutch adapted automatically to close the clutch whereby the motor is connected to start the engine and adapted automatically to open the clutch when the engine operates under its own power. 7

i ,24. ,In apparatus of the character de-. scribed, in combination, an'engine having a shaft, an electric motor sup ortedat the side thereof, and power multip ying and transmitting means extending between the motor and engine including relatively movable clutch elements having their axes in alinement and coincident wlth the axis of the en gine shaft, and devices dependent upon energization of the motor for causing said elements to move relatively and automatically to clutchingposition and thereafter to rotate upon a common axis to start the engine and dependent upon a speed of the engine in excess of that given same by the motor for automatically unclutchin said elements.

25. In apparatus 0 the character described, in combination, an engine having a shaft, an electric motor and power multiplying and transmitting means extending between the motor and engine comprising a double reduction gearing, a threaded shaft in axial alinement with the engine shaft, a clutch element longitudinally movable on said shaft, a second clutch element on the engine shaft, said threaded shaft being adapted upon energization of the motor to move the first said clutch element longitudinally and then rotatively whereby the clutch elements are engaged and rotated to startthe engine, and being adapted to automatically separate the clutch elements when the engine obtains a speed in excess to that im-' parted to it by the motor;

26.111 apparatus of the character de-- scribed, in combination, an engine, an electric motor supported in fixed relation therewith, and power multiplying and transmitting means extending between the motor and engine including a threaded shaft driven from the motor, a clutch element movable along said shaft and a second clutch element normally disconnected operatively from said threaded shaft but adapted to be operatively connected therewith through the medium of the first said clutch element.

27. In apparatus of the character described, in combination, an internal combustion engine, an electric motor supported in fixed relation therewith, devices between the engine and the motor providing a normally incomplete transmission and including a shaft operatively connected to the motor, a clutch element on said shaft and a second clutch element in axial alinement with the first said element but connected operatively to the engine, and means adapted automatically to engage the clutch elements, when the motor is energized to complete the transmission andstart the engine and adapted automatically to disengage said elements to open the transmission when the engine operates under its own power.

ALEXANDER CHURCHWARD. 

